Railway-traffic-controlling system



J1me 1929- G. c. WHITNEY RAILWAY TRAFFIC CONTROLLING SYSTEM Flled March 25, 1926 [v VEN 717/? and for clearing the Wayside automatic train hereinafter described, provides for advanc-' Patented June 4, 1929.

'I SAT GILBERT c. wnrr vnzor NEW YORK, NLY

nAILwA TaAr iIo-conrrnomine sY sTEM.

-This invention relates to railway signal mg systems -in general with particular reference to combined types of speed restrictin or closin in and 'train stonin systems; and specifically provides a novel means for enforcing the caution indication, for enforcing the proceed indlcatlon stopping mechanism of the aforementioned systems of automatic block signaling on electrically propelled railway systems. and by virtue of my superposed control system.

typeprovide for the approaching train to; advance the stop or cautionindicationsor move the stopflsignal ahead (as it 1s popularly termed in the art) provided the approaching train speed is reduced; my invention, as

' ing of thestop and caution indications by re-' advancing the stop indicationsety (the duced speed on the part of the approaching train and also provides that the stop and caution indications will be moved back if there is any violation in the speed of approach after reduced speed, on the part of the approaching train has given effect to advancing the stop or caution indications.

Thephrasesmovethe stop signalahea d signal) a'headrand the phrases move the caution back mov'e the proceedindication backset (the signal) back etc.,, are to be understood in the sense; as being carried into effect by virtu'eof automatic change in circuit arrangements and not "that any actual physical movement of any given slgnal from its location takes place. By further definition the phrase set ahead is to be understood as change from the stop indication to the caution indicationor'from the'caution indication'to the proceed indication-4n other jivords, the aspect is changedito the next less restrictive aspect; and the phrase set back is to be understood as change from the proceed lIlCllCEllllOIl to the caution indication or from the cautionindication to thestop in-.

dicationin other Words the aspect is changed to the next more restrlct ve aspect.

cation progresses.

Application filed March 25,1926. Serial No." 97,282. J i

The appropriate 'change in 'the vvayside' auto matic stop in each case, of course will change to correspond With changeiin aspect.

he need for this invention will be apparent When it is appreciated that on existingrisystems of this =type, whichhave no means Vforinsuring'a continuance of there qulred'reduced speed, an excess-amount of territory must be included 1n the control of thesig'nal in question tomake definitely cer- 1 tain' that safe conditions prevail even though the speed of the approaching train should be increased unlawfully; Theinclusion of excess territory'in the control operates to reduce the train capacity ofthe railroad and my invention is directed mainly to the'point of providing the absolute-capacity andsafety-or,;in-case full capacity is not the desideratum, then my invention Will-operate to produce the required capacity with full safety and with less apparatus and consesvstems. I v The general objects of my invention, herequently'less cost than is required by existing- 1 indisclosed; are to facilitate-the safe opera'tion of railway trains; to provide simple and effective means for-' restricting train speed and thereby permit closer headway with consequent increased use of a given track; to provide 'means for enforcing the 1 proceed and caution indications; to provide c for clearing'of the wayside automatic train stopping mechanism under emergency operation; ton-void the ill 'effects'of broken rails and WiresWhich in existing-systems cause falseclear failuresoftime controlledsig nals-or other devices in the advance; and to i make my nvention readily applicable to ex- 5 isting blo'ckf signalsystems and w'ith' no change'in the make-up ofexisting tr'ainlcarried co-operating parts at'presentinservice on trains of rapid'tr'ansit character; and

existing systems'of this type of signaling;

with minimumfchange and expense in I the and other objects will appear as the :specifi p -.I"have illustratedmy invention particularf trains are operated by electric motors derivly asapplied to electric railroadswherein the ing current from a third rail or other c'on ductor other than the track rails, but it'is to. be understood that an overhead trolley 'wiremay be substituted for wha't is, strictly speaking, a third rail; and alsofthat thepropulsion current (meaning the characteristic train motor operating currentfmay beeither I director alternating current without depar ture from my, invention.

ln'describing my invention I will refer to the accompanymg draw1ng,"where1n'a series of consecutive blocks of an automatic block signaling system are identified" by the reference charactersl, 2, 3, 4 and 5. A portion only ofthe block preceding block 1 and ofblock 6is shown. v

At the entrance tojeach block I; show" a wayside light-type-sigiiaI 1 2 3 4 and 6 Also approximately at the entrance to each block L provide an automatic stop and incorporatedin eachblock section VI pros videthe usual 1 and well-known track circuit and signal,v control circuits for governing the movement of strains .over' the controlled territory; .Forothe purpose of simplicity and clarity, only,-I have only shown the apparatus and;circuits,complete for block section2 but v I desire ittorbe understood that each block section will-abe comprised and constituted substantially similar, except as. modified by the requirements; in each installationand as pointed out hereinafter, and j it; is believed,

therefore, that a full-explanation as-to block section-42 andassociated apparatus and circuits will suffice to clearly portrayt-his invention; '7 a a The track rails, on which the trains run, are'ins'ulated from each other and one rail 7 of; the territory; is bounded continuously through-the territory, for the returnof the propulsion current, as hereinafter explained.

* The other rail8, characteristically known in the art as the signal'rail, is ,se'ctionalized by meansof track rail insulated joints 9, substantially at each; block signal location, and the track-sections thusformed, together with. the corresponding portions of track rail 7, constitute the trackrail portions of 14---tran'sformer 10 being the medium, When energized via wires 15, 16 from POWGIVWHGS,

the wellsknowni so-call'edsingle frail track circuitir Comprising and completing the trackcircuit, a transformer 1O is shown connected to,the track rails 7, 8' by. means oftrack wires 11, 12,'resistance 13 and fuse 717,18, connectedto the source of power 19, by vwhich appropriate current supply, when aiiliilll'llS not present, is transmitted over traclcrails 7 and 8 (for, the respective section)-to'tra'ck wires 20, 21, fuse 22 and'resistance 23 to winding 24 of track relay 2 Winding 25 of'- track relay2? receives-energy .via wires, 26,27, connected to wires 15, -16,

thence from source 19 via power wires 17, ,18,

,as'willybe appreciated; Thusifarthe track circuit isthe well-known single rail alter .n'ating current track circuit wherein most ofqthe energy required for-theoperation of the track-relay 2 is supplied locally and only a small part or activating current is transmittedover the track rails. Itis to be understood, that the track circuit, as above,

out i in detail.

isconstituted andarranged so that'the winding24 of relay 2 will be shunted bytrain car Wheels on the respective track circuit indications (astotheoccupancy of the ad vance territory) are transmitted to the p motorman.

Associatedin' the control; of the blocksignal andrautomatic stop, Ihave shown ahome relay 2 ,-a dis tant relay 2 and'a time relay 94, in addition to the above mentioned track relay. The terms, home relay, distant relay etc., are characteristic terms well=lniown in the I artthe home relay being that device which,

when appropriately energized, brings about the'displayof the herein mentioned caution (yellow aspect) indication with coincidental changes in thes automatic stopthe distant relay being that device which, when appro- -priately energized,- brings about the display of the herein mentioned proceed (green aspect)v indication withaoo-incidentalfchanges (if required) in..the automatic stop'-and the, time relay. being a device-which, when appropriately controlled in accordance with i train movement '(usually in the approach territory), causesa predetermined change in the character of the signalin and automatic stop systems, ashereinaf ter pointed I The characteristic I represen tation offthe relays'istin the conventional manner well-known inv the art, and-it is to be understood that whereventhe vterms-deenergized contact andbackcontact are used 'it is meant that theinstant contact is closed when the relay, whichoperates that contact,

isdeenergized and/that wherever the termsl energized, contactf and front contact. are used it, is meant that; theinstant contact-Eis vclosed, when the-relay', which operates that contact, is energized even though no energy be flowing in the; circuit which includessaid instant contact.

' The home relay2 is energized. and con-' trolled in the usual manner over the circuit whichfmay. be traced as follows: from the 3 source of energy, 19 power, wire 17 .wire28 contact on track relay G for block section 6 wire 29 contact onv track relay 5 (when closed) (this contact is (shownopcn because of the presence ofa train'in block section'5') wire 30 contact onxtrack; relay 4? wire 31 contact on trackv relay 8 wire 32contact ontrack relay 2 thence via wire 33 to winding 84 wire 37 wire 16 to power wire 18 backto the source of energy 19. The homerelay is also energized by virtue of winding 85 connected via wires 36, 37 tov wires. 15, 16, to

power wires 17, 18, to thesource ofienergy 19, identically as described in connection with winding 25 of track relay 2 I lay 2 with the windings 34 and 85 constitute one form of I the? well-known two-element line relay wherein most of the energy re-' quired for its operation is supplied locally and only a small current is transmitted over.

the line circuit, just traced. It is tobeunderstood, that'unless both windings 34 and 35 are energized,the energized contacts, operated 1n"response to an energized condition of the relay 2*, W111 be open and tl1eassociated contacts will be closed. As shown, home relay 2 1s deenergized because the line circuit is open at the contact on track block section 5. v V

The distant relay 2 is energized and controlled in the usual manner over the circuit which may be traced as'follows: from source relay 5?, because of the train occupying of energy 19 power wire 17 wire38 contact on 3 (when closed) (this contact is shown open because home relay 3 is deenergized due to the line circuit being open at contact on 5 on account of the presence of a train in block section 5) wire 39 contact on home relay 2 (when closed) wire 40 winding 41 wire 44, thence via 16 to power wire 18 back to the source 19. I The distant relay 2D is also energized by 'virtue of winding 42 connected via wires 43, 44 to power wires 17, 18

to the source of energy 19, identically as described in connection with windings 25. of 2" and 35 of 2 lVithout further description it will'be apparent that distant relay 2 is of the vsame form as 2 and-it is to be understood, that unless both windings 41 and 42 energized the energized contacts, operated in response to an energlzed condition of relay 2, will be open and the associated contacts will be. closed.= As shown,

distant relay 2 is deenergized because the. line circuit is open at the contacts 0113 and 2, because of the train occupying block section 5. I y i The display of the red, yellow, and green aspects, which convey the stop, caution, and

proceed indications (respectively) to the approaching train, is by virtue of the functioning of the trackrelay, the home relay, the; distant relay, (the control circuits'ot which relays have 7 been explained) and innder' certain conditions tlltilng relay, the

control of which will be explained herein-' after. 1

Tl1 control-circuits of the signal proper will now be explainechfand with signal 2 as the basis (it being understood that signals 1, 3 4 etc., are similar).

Theillumination for the dis lay or the relay 2', thence via-wires 47,- .48, direct :to the The re 1 scribed)isfunctioning properly; i

The illumination for the display of' the 'greenaspect is obtained by virtue of energy red aspect is obtained by .virtueof energy flow viathe following circuits: from source 19 via power wire. l'fwire 15 wire45 deen ergized contact 46 (when closed) onlftrack lamp R, thence-viawires 49, 5.0, 51to wire 16V to powerwirelfi back to the source 19 and, therefore, whenever block section'Qis occupiedby a train or for any other reason track relay 2 is open, the red aspect will be displayed, giving i'the stop indication at" signal. 2 an. additional circuitfor the red aspectmay be traced as follows: from source 19 viapower wire 17 wire 15 wire '52 deen- I ergized contact 53-(shown closed) on home relay Q thence' via wire 48 to the lamp R and, thereafter, back to the source 19 as" above explained, and, therefore, whenever any block section, or part of any block section, within the controliof home. relay 2" is occupied by a trainer for any othcrireason any track relay, within'said controhor the home relay 2 is deenergized, the red aspect will be displayed giving thestop indication at signal 2 except as hereinafter provided,-- an additional'circuit is provided for the red aspect which may be traced as follows: from source 19 via'power 'wi'rell' wire 77 and83' to contact 84, on the stop mechanism S,

(closed, as shown, when tripper arm 63 is in source 19 via power wire 17 wire 15 .wire .52

en ergized contact (when closed) on home relay 2 VllLWll'e 54: deenergized contact 55 (when closed) (on distantf relay 2 thencevia wire 56 d rect tolamp'Y, thence'= via wires 49, 50, 51, '16, and18' backftojthe source 19 and thus it will be evident-that-the yellows aspect (caution indication) cannot-be disjplayed'unless all of the territory within the control (either: the long control or the short control as hereinafter provided and: ex-

and the signalingsystem'(herein so far de- "plained) of relay 2 be unoccupied by a train flow via the following circuit-from source 19, via' power" wire 17, wire15 wire 57 ener- QIZQCl contact 581 (when closed) on distant v relay'Q thence via wire 59w1re60 contact 61 (when closed) on hOmejrelay-Q thence via wire 62 directto lamp G and,ftl1ereafter, via wires 49, 50, 51', 16, 18 back to the source 19;and, inasmuch, as the control --cir cui 't for distant. relay 2 is via energized contact (when closed) on home relay 3*, it

'erly.

- will be evident that theygreen aspect (proceedindication) cannot be displayed unless The automatlc stop mechanisnnuas illustrated, is of the typefwhich provides for a wayside tripper arm positioned to .co-operate with a co-acting tripper arm on the train (when the conditions with; respect to. the continued movement of theitrain require that the train brakes be operated) and positioned, by means hereinafter described,

so that there will be no cosacting to interfere with said train movement ifthe conditions in the -advance territory are suitable for the train to continue, and while I have shown and will describe the operation of said automatic stop mechanism asbeing of the electric control, electric motor operated type Idesire it to be distinctly understood that Ido not limit myself to this type,-'in fact I may use an electrically controlled,

' pneumatic or hydraulic means for operation, or'I may dispense entirely with all means 7 which requires tripper operation and use the inductor type ,With' corresponding changes in'the co-acting train carried equip- V 'ment.

-The automatic stop and mechanism S is shown in the tripping position (that is, the .tripper arm 63 is in the vertical position,

because of the control and operating circuits being lncomplete due to the presence of the train in block section 5) and it is to be understood that when in this position an approaching train'willhave its brakes auto- 7 matically' operated if, and when, said train movespastbloclrsignal 2 hen the trip;

per arm 68jis not in the tripping position it is in what istermed' the clear-position (rep "resented by the dotted (horizontal) posi- 7 tion). The'controlling circuits will now ;be

described. Adjacent the stop S I show,

representatively, the tripper arm clearing motor C and the tripperarm hold ng means H, andyadjacent thereto are shown'four contacts, 64, 65,66, and 84', of which contacts -64, 65,-and 66 are involved in the working of the stop arm 63 andcontaclt 84 is involved arm 63 isin the clear position'rand that the contacts 65, and '84 ,(shown closed) arelopenwhen the tripper arm 63 isin the clear posi-. tion.

in the working ofthe signal system, and it is to be understood that the contacts 64 and 66 (shown open) are closed when the tripper Contact 84' is operated by the-stop operatingmechanism and is so adjusted that,

when the tripper arm 63 is in a tripping position to engage with the car-carried trip- ,per, a circuit .is establishedto insure that in the circuit which may be traced as follows: from source 19 via power-wire 17 wire 15 wire 52 contact '67 (when closed) on home relay 2, thence via wires 68 and "69 direct to contact-65 on the stop operating mechanism S clearing motor C wire 70' v wires 50, 51, 16, and 18 back to the source 19 and. it will be understood that when the circuit, just traced, is completed by theclosing of contact 67, due to the clearing of home relay 2, the tripper arm'63'will-be operated to the clear position and contacts 64,65, 66, and 84 will change, as previously explained.

With the changing of contacts 65 and 64 (64 closing before 65 opens) the holding device H is energized to retain the tripper arm 63 in the clear position with onlya fract1on of the power necessary to the clearing operation. The holding circuit, under these eonditions, is via contact 64 (when closed) umper W11e71, holding device. H thence via wire 72 to wires 50, 51, 16,18, backto the source v19. An additional clearing air-- cuit is provided and'which may be. traced thus: trom'source of energy 19 via-power wire 17 wire 15 wire 57 contact 73 (when closed) on distant relay 2 wire 74 wire 69 and thence direct through theclearing circuit previously traced; The reason for this last traced clearing circuit is to provide for emergency operation of the stop, as herein: after described. Owing to the fact that the clearing and holding circuits, as above traced, would beopened by the passage of a train into block section 2 it is necessary that (as hown) means be providedto prevent the trip arm'63 fromgoin'g to the tripping position and engaging with a rear car-carried tripper arm and I provide for this by the stop retaining circuit which may be traced thus; from source'19 via power 17 wire 15 wire 45 11071., deenergizedcontact 75' (when 'closed) on track relay 2', thencevia wire-76 directto contact 66 (closed in the cle ar position) to tion, of the signals'ystem, will be retained in v the clear position as long asiany part of the train s in block section 2; or, in other wordsas long as contact 75 on track relay 2 is closed, As a matter of fact, as long'as contact 75 is closed ands top retained in the clear position (even though; a train be oc-' cupying block section 2)f ust'so longthe control circuits for the stop, operating in connection with signal1 'w0uld be open and hence a following train would be tripped at the entrance to block section 1, or farther in the rear according to the control of the approach signals, .as' will be appreciated.

The tripper arm 63 assumes the stop (vertical) position by virtue of compression springs or a counter weight" (not shown) customary and well-known in all forms of machines of this type. p v

It frequently happens that, owing to derangementsfin the regular operation of the signaling system, or, for abnormal closing in purposes,it is desirable to 136111111 0 a train to pass a stop signal and means must i be provided to clear' the automatic stop mechanism so that the train can proceed without being tripped and for this Ivpro-- vide emergency key K. so locatedthat the motorman, after stopping his train, may operate the key-K, thus completing the cir- 'cuit from source '19 via power 17 wire 77 via key K (when closed) thence via wires 78 and 79 to winding 41 of distant relay? to wirest i, 16, 18, and back to the source 19- and the monientaryfiow of current in this circuit, before the motorman releases-the" key K, energizes saidrelay 2 causing the closing of contact 58 whereby a stickcircuit from source 19 via power wire 17wires 15 and 57'contact 58 (when closed) wires 59 and 80 to contact 81 on track relay 2 wire 82thence via the pick-up' circuit wiref7 9 to V winding 41 andthereafter over the return circuit wires 44, 16, 18, backjto thesource 19 and it will be evident that said relay 2 will remain energized until the stick cir-, cuit is opened at contact 81 on track relay 2" due to the train having enteredblock sec tion 2. Following the emergency operation 1 of distant relay 2 the hereinbefore de scribed clearin-gcircuit, via the distant relay 2 control, is established, resulting in the clearing of the tripper arin'63gand thereafter the retaining circuit is effective, as

previouslydescribed. As a matter of pracftice, it wouldbe undersirable'ifto have the proceed (green aspect) indication given duringsthis emergency, operation,;. and the circuit, hereinbefore traced, for the energizingofthe green aspect (lamp G), is open 7 by virtue of contact 61 on home relay 2 be ing open and, dueto homerelay 2?? being deenergized, the circuit for the energizing of the red aspect, l'lQIBlIlbQfOIB ,tILC6 Cl via contact 53 and wire 48 is complete, thus providing or the display of the red aspect brakes is caused by increased air pressurein the, brake. operat ng cylinders iwh-ich in-.

*crealsed air-pressure is governed inQaccord- I as zines-with varia sien of air in the governing train line and the (variations of air pressure infthe train'line are made 'e'flective, n ordinary operation, bythe motormans operationof the air brake-co'ntroller.

An additional outlet in the governing train line is provided and equipped (as [illustrated) with anormally closed trip-cock 86] is on which is mounted tripper 87 wlii'ch is normally positioned in the'vertical position. When tripper arm 87 is in the vertical (tripping) position, it"is to be understood that, the train line is closed and the brake application cylinders responsive only tothe' I control of the motormans brake controlling handle, but that in the event of anyjatte'mpt being ma-de for the train to pass a signaldisplaying the'stop indication, except as chereinbetore "provided, the automatic sto tripper arm 63-being in the trippingf g i;

tion, the car car'riedtripperfarm' 87 Will come into Contact with tripper. arm "63 whereupon tripper 87 will befmoved out of the vertical; position to oneorj the other of the positions (shown dottedanddepending upon the direction in which i the train is moving as to which positioniresults) wl 'ereby the train line is opened to,,exh"aust and," as s well-known and readily understood'in V the art, increased pressure is broughtabout in the brake applicationccylinders thus roviding for an entirely automatic application of .the' brakes. It is to be und rstood that the car-wheel brakes cannot be released until the tripper arm 87 is manually restored to. the vertical position t0"cl0se. ';the train line. It will be unfderstoodthat I may dis-i pense withfthefstop-cock' type of cartripper and arrange so that tripper 87 opens an electriccircuit to efiect tlie'f'operation or an ielectro-pneum'atic valve whereatter the in 'the 'event. or using an: inductor type of to effect the operation [of the electr pneuflbrtlklllg, operat on isas before and also that,

tripper. device at the signalflocation, the corresponding counterpart fear-carried equipment would be provided and arranged. 11

maticvalve abovereferred to.. The restor but only. after the-trainhas been brought to astop.

are intended s imply as a structurdand1 I V he track and circuit,',.sigiial -automatic stop ,1110ll3lI11Sm"2LI1(l circu ts,,and train brake I system design .outlinedj above 1 ing of the: train brake V sytem ma {also he f carried into efiect automaticallyiby' the spquential operation of car-carried devices,

make no senarateclaimsof invention in'connection therewith nor do I 'limitmyse'lf; n

scope tosaid design it is shown only'to; provide a basisifor suitably illustrating and disclosing iny invention. 7

Thislinven ion consists in connecting the primary winding 88 of transmitter-transformer (inductive coupling)' 89, in multiple with issistance 13 inthe ,ensrgy sup ly to the track circuit (shown inconnection with.

the traolrcircuit. for block section 1)' and so that part of the current flowingto Winding 2450f track relay 1' passes through said winding88. Inductively coupled to winding88 is shown secondary winding '90 and thecurrent induced therein is carried over 7 wi'res'91 and92'togwinding 93 of time element device relay 94.. inding 95 of relay- 94 receives energyvia wires 51'and 96 connectedfltjo; wires 15,16 and. thence via power wires17, 18 from the source 19. WVinding '95and the includedcircuit, last traced, is

provided on this time relay for the same;

purposes, as hereinbefore, explained, viz, to avoid the necessityof carrying all v of the energyrequired for the operation of the time elementdevic'e over the control circuit and to facilitate'the operation under certain conditions ,oftrack circuit installation, as hereinafter described. WVhen the tracksection (1) isnotoccupied' by a train, winding 24' and resistance 23 are included. in series directly in thecircuit receiving current which passes from transformer and through winding r88, but when. a train enters the .ftr'aj k section thewheels of the train,

,havingnegligible resistance, as compared to w1nd1ng2tj and resistance 23, shunt out said winding and resistance, and more current flows from transformer 10 via winding 88.

. Theincreasedrate of current flow causes an appropriate ncrease in the current induced into the. circuit which includes secondary; winding 90'and winding 93'o.f time element relay 94'and which increased induced our- 1 l rent energizes winding93 sufliciently so'that, f into-operation with winding .95, operation of. time element relay isproduced, eventually to close; contact 97 for thecont'rolof circuits, as hereinafter described. 7 Whenfthe track section (1) becomes unoccupied, 'winding241 and resistance of relay 1 are restored in full efiect in the (track circuit its track. section'l and due thereto less current'flows via it beingunderstood that when the track sec- Ltion f(l) iis unoccupied by'a train, the current flow to winding 93 isneither sufficient tohfold contact 97 closed, nor toclose it ifit 180 en.

e time element devicel relay 9 1 is of the slow-acti'ng or delayed action type; 1 that is to say, a predetermined interval of time is required for the closing of-the contact 97 following the appropriate energizing v, of winding 93., Such delay-action relays and devices arewell-known' in'the art and'I do not limit myself to any parti cular type' of such relay or device. It is well known that,v

by means of. a variable. counterweight,"or variable distance through which a weight is moved, the time requiredfor the closing of the contact 97 by the device may be any thing predeterminably desired, within reasonable limitsit being understood that, when such relays or devices control slow closing contacts, the opening of said contacts is at the start of the restoring stroke and by jvirtue of the return movement of the counterweight The tiine element or delay action is, ofcoiii'se,that part which retards or withhold s the closing of the appropriate contacts and whiclnasv shown, is. controlled by relay winding 93'; Tl'ieftime element function, describedabove as being carriedinto eifectjby a counterweight, maybe a dash-pot.

'I desire to point out at this time, that the specific control of'time element device 9 1is byvi'rtue of the current flow through the, train wheel. shunt and'that I do not limit' myself to the use of transmitter transformer 89' and/or winding and that I may con trol the time element device by another re-[ lay, withor without, transmitter transformer 89, when the characteristics of the particular track circuit and propulsioareturn current floware unsuited to the control ofthe' time element device, as shown-more especially with reference to the influence control by the] propulsion return current flow, as described hereinafter.

"I" have previously. referred tofthe track section (1) being occupied and it will be understoodthat the train, represented by carwheels 9898 electrically connected by-axle member 99, is equipped with propelling elec-. tric motor 100, agcont'roller 191 for said motor, and third rail sliding contact 102 which contact isincontinuous contact: With third rail 103.1; The propulsion current is from the track- .railsis' via 1'05 (wire) connected tortrack raili'. 1 It will be understood,

that the bonds c'onnectingthe several track rails comprising track rail17f of the entire-1' territory are of suitably'heavy 'designjappio'priate, to thepurpose. The operation: of the 'trainis as follows: To startthe train,

controller 101, is moved into engagement with contact 101 and propulsion; current then flows from generator G Via wire-104i, third ra l 103,Slld111g contact l02,thence via contact 101-101 (now. closed), motorlOO, connecting member axle 99,

in. movement of the train, as will be appre- "supplied by generator G to the third'rail 108 'bvi meansotwire 104: and the return circuit car-wheels 98 98 fand returning thence/over, track a rails 7 and 8 togenerator G via wire andv Irotation ofv the motor isprod-uced, resulting 1 ciated; Thetrai'n operating means, just de- I scribed; formsno partjof my invention, ex

cept that operationof the controller lOlj'and propulsion returncu'rrent flow are involved in said circuit, whichis inductively coupled in combinations to produce and influencing the control'of tirne-element device94.

I have stated that the return of 'thepropulsion currentfroin the motor 100 is via track rails 7 and 8 andit willioe apparent that, since track rail 8 is separate from track rail 7 at the generator end of the traclrcircuit (and also at the other end of the track circuit), all propulsion return current flowing in track rail '8 must flow via the secondary circuit of transformer 10 which includes wires 11, 12, fuse l t, and resistance 13 with winding-88 of niytransniitter transformer 89 in multiple with resistance 13, or via the circuit W res 20, 21, fuse 22, resistance'23,

and winding 24 attlie other end of the traclg and Which bias enhances the propulsion re-g' turn current-flow effect, and, therefore, con- 1 trollerw lOl, control, influence Jon the 1 regular signal current operation of anycircuit, and .thBIQfOI'QflHY device incorporated to winding 88.

From the foregoing it will' be evident-that,

the return propulsion current actually flows in theciifcuit with the. alternating current r from tra'iisfor ner lo and both currents flow in thewiiiding 88 oftransinittertransformer '89, andtin amounts coniparahle'to the conditions ofthe circuits at aiiyp'articular time,

h I The influence of the propulsion currentv flow via winding 88 (as relfie'ctedfiin this par- 'ticular invention) is the purposeofmodit ing the operation 01 time eleine'intdevicev 94;, if'and when the propulsion return eurre'nt flow exceeds a predeterminedamount.

Tl'1e inodili catioii nay he arranged? (a) to cancel a previousoperation of the time eleiuent device jwhiclr'previousoperation was brought about 'by the regular "shuntin'g'of the track circuit, as hereinbefore QXPldlilGd; and (bl to With-hold a regular operation (by signal current) of; said t-ime elenient device94 if the powercurrent flow through thecontroller 101 (and therefore through motor while the trainis occupying the ,track' section (to which the time eleinent device is inductively coupled) ,"is l greater 7 than a predetermined"amount. The desired influence of'th'e"propulsion"current on time elementdevice 941s brought ntoefiiectfhy virtue of change iii-the degree of inagnett zat on and wave'sh'ape of the flux wave in the magnetic circuit o'fitransniitter transformer 89 (when transformer 89 is used,

otherwise the change influences the wave explained.

i I have Plllviduslr i ned that, lanai track section (1') was unoccupied, the current flow via winding 88 'of-transniittei" shape and degree of magnetization generated by winding 93 of device 94:), as here nafter transformer 89 was insufficient to induce the required amount of current flow, inthe circuit including windingfiiO, forfithe operation' of time element device 94. andthat when the track section was occupied by a train the increased rate ofsignalcurrent flow {via windingf88 wass'ufiicient to induce the required aniount'of current flow" in wind-- ing '93 for theloperation of said time element device 94E. The operation here rei'erredfto j 11131165; use of'transniitter 89 in the -forni' of an ordinary itra isforinier consisting of v the customaryprin arywiiiding 88 and secondary windiiiglQO mounted 'adjacent'on an (iron) n agnetic circuit (not' specifically shown) andthe action is 'inaccor'danc'e with the v-w'ell known and understood laws on mutual induction. wherein the flow ofanal-f ternating currenty in the: primary winding 88 generates ,a magnetic flux in the ma netic' circuit which flux substantially follows, in wave shape and character,- the generating (primary) current VhlClL produces it and wherein the current flow ii di'iced in thec'ir-j cuit Whichincludes the secondary winding 90, by virtueoii the magnetic flux, substantially iollowsfin Wave shape andcharacter, the flux which' produces it, and, therefore,

the values or the "primary and secondary currents and Ernagnetic fluXKlo'elow the knee of the magnetization curve, so -called) are substantiallyinterdependent, proportion H ate and automatic,according to th'e .ditions of design.

that, with the track section unoccupied; the flux density J in the ,inagnetic "circuit is low a fiiio I arrange. the design of transforiner 1 so andfwliich automatically increases withnor 'inal increase in: p'ri inary current (due to a' train onthe track section) to a pointwell,

up on the-knee of the magnetizationcurve (so-called) There are two, reasons for this,

one ofwhich is so' that the variation in v induced current,fsupplied'to winding 93 of time element device 94,'as between a train at v one end or theother end of the'track section, will'be' sniallfa:iid the other rea'son s, that saturation of transformer 89 magnetic circuit; by a predeterminedamount of, re

turn propulsion current, .for control, pins poses," as hereinafter expla'inech;tis ipniore time element device; 94 *operates fo the" in- V ductionxmotor principle, it, treatise, wil-l be readily 'olitained. 3 Owing 'tothefact that l i 30 r Irentflowrviawinding 93 is reduced below its operatingrequirements and f the'time ele- 145 V r I f ing current l-provider the s gnahngcurrent.

apparentthat the variation in current flow, as between a train at one end or the other of the track section, will not materially affect the time factor of time element device 94.

The propulsion return current from motor .100, which is controlled by controller 101,

has been described to flow via, winding 88 l when the trainis in the respectivetrack cirofsaid excess is to saturate the magnetic cirthrough ithout affecting the regular opera'-, tion ,of'time element device94. lVhenthe predetermined amount is exceeded the effect cuit of transformer 89. ,Thissaturation, in the case of thepropulsion current being direct current, permanently (as-long as said propulsion current flow persists) lines up substantially the entire flux in one direction "with the net result that thejfiux is non-responsive to the track circuit operating current, with final resultthatthe induced curmentdevice 9t-were' energized (and contact 9.7 closed) deene'rgizing to a certain extent would obtain and contact 97 would open, and again, 1ft1meelement dev ce 94; were decnergized (so so speak)and contact 97 I open, the contact would remain open due to the, fact of the presence of propulsion return current inthe predetermined amount'sat'urating'transformer 89 and offsetting the norf mal' response of time; element device 9 4 to any signal operating current which might be .fiowingthrough winding 88;",

When thehpropulsion current isalternat of a distinctly different frequency, as for example 25 cycle propulsion and cycle sig- "'naling, and under propulsion currentsa'turation conditions substantially siinilareffect is produced in transformer 89 -as Vwithdirect current propulsion-tl iatis, as is well-known in induction apparatus design, theflux follows the current wave of the lowerirequency and: the induced current flowing to the time element, devicezwould bethat of thelower frequency. Under the conditions of using alternating current vfor propuls on, it ES to .be understood that time element device 94 wouldbe non-responsive o the propulsion current" frequency. a 1 '1 Wltll the above-descrip'tlon it should be clear that I have invented aunique means foricontrolhngithe t me element'deViceQ i,

on r amem d e br ntran e -a 1 train onto a track circuit and at the same time have introduced means whereby the 'motor' controlling means 101 provides a superposedcontrol' of'the same device automatically and without contacts and without opening the circuit and further that my superposed control is continuously effective,

and available for effect, from any point in the approach track circuit, and also that, as

the control'is established by the propulsion currentas a carrier current, it does not'mat; ter whether the train is controlled from one car or another in the train. Itis tobeunderstood that, in theoperation of the controller 101, unless the excess predetermined amount of propulsion current flowsffora tiineperiod long enough for the time element 7 device 94 to return to its inoper ative condition,.the time of operation of the time element 94, after the 'ezrcess propulsion current is removed," will. 'be' accordingly lessened.

invention, being, of course, to render the signaling current operation of'the time ele- 'The'only influence of the return propulsion current flow, with respect to this particular ment device 94, and the circuits controlled thereby, inert, inactive, and reactive.

Thev transformer 89 is'des1gned to pass a certain quantity of propulsion current to allow for the operation of the-car-lighting, and car-compressor motor operating c rcuits and for any stray propulsion currents, due to the passage of trams on an adjacent track, or onthesame track; and mayfurtherbe arranged to allow a train to run with its motors in series, in the track circuit,;Without cancelling or delaying the regular slgnal current operation oft-he time element de-V vice 94.

98 98?and axle 99, in.lproviding-a shunt on the t'rackrelay effect operation of the It Will'-be noted *that, the ciar wheels signal system ingthe' rear,,and in providing i' a shunt on thatpartof'fthe' track'circuit 'which includes the'source'of powerft'ransg former 10) and winding. 88*wherebyfto cf feet operation of the signal system in the ad vance, also acts to placethat part of the track circuit which includes transformer 10 and winding 88in multiple with said carwheel 98-98 axle 99 shunt so that, in the event ofthe; general direction of the pro,-

pulsion return current flow being opposite to that illustrated, the propulsion currentvoltage drop on said car-wheel shunt causes pro portionate propulsion current flow in winding 88 of, transformer 89, and from this follows the natural 'fact'thatfunlessthe', cir I r I I cuit which provides propulsion current influence, to affect the superposed contro'lfof the signalsystemin the advance, is continu ously intact, tlieiecan be no train Wheel superposed control of; the signal syste theadvancsl 1 I I 1 shunt control operation to effect the nona control of individual circuits-and devices 94:

and that a plurality of said transformers 89 may be connected in series or in parallel in "the'variable length control circuits arefamil-iarly known in the art as long and shortthe same track circuit, eachwith or without a resistance 13 in 'multiple with primary winding 88.

- The resistance 13, in addition to serving'as a means to prevent short-circuit" conditions 011 transformer 10' when the tr'ainwheel shunt is adjacent wires 11 and 12 connection to the track circuit, also provides a means, by change in the. value of resistance 13, for control of the propulsion current effect and saturation influence in transformer 89 and,

therefore, a specific design of transformer 89 is available for use with a great'variety of operation of said transformer 89 and thepropulsion current andtrack circuit conditions. Further, owing to thefact that the magnetic circuit of transformer 89 is made up of thinlaminatedksheets a very simple and finely graduated means is available, by change in the number of laminations, to provide variation in the propulsion current influence on transformer 89 and without similarlyaffecting the regular signal current circuits controlled thereby.

" It is believed that the unique and novel means underlying this invention'have been clearly set-forth in the foregoing and the following description is intended to show the incorporation and embodiment of my invention inthe control and operation of'one type of speed restricting signal system."

deferring to the drawing; it is presumed thata train has proceeded through the territory, in the direction of the arrow, and has stopped in'block section 5 (presumably at a passenger station) asshown. In accordance with proper practice the design of the signail-system requires, that a following train receive a stop indication, with the associated .itripper arm in the tripping position, at a point at least emergency braking distance in the rear for themaximum speed whlch the following train can attain, and, for the purpose of this description, itis assumed that said "point is :at signal 1 location and, ac-

cordingly, the control circuit for home relav 1' (not shown but represented, in part,

the dotted"line, commencing at energy supply wire 28 and, thereafter, via contact- (when closed) on track relay 5 wire 106 contact ontrack relay 4? wire 107 contact on trackjrelay 3' wire 1.08 contact on track relay 2' wire 109 and thereafter, it willbe understood, via contact on track relay 1 (when closed), to the winding of home relay 1) is open,

Now,.it is entirely logical that, if the speed of the following train bereduced, said train may safely approach proportionately closer to the preceding train and, as this'operatio n is allowable, means should be provided'to shorten the control of the' signal in" question, that the aspect may change and the tripper arm clear; This requires that a signal have more than one control (limit) and controls. i The short control is provided to ment device to act toprovide the short control and this requires-that the train (or some part of it) remain within thegiven'distance (clearing section), for a definite time (predetermined in accordance with the allo'wable speed for the given condition) and this is presumed to enforce the restriction for proper speed reduction; but reduced speed does not necessarily result becausethetrain may stop just inside the clearing section, wait for the time element'device -to act to'provide the short-controhand then accelerate to andpass the-said timecleared signal at'a' speed considerably in excess of that intended and for this reason the short control must,

therefore, belong enough, in the existing systems, to take care'of this actuality. Due

to the aboveconditi'on, extra length of short control is provided,in existing systems, and

so increases the headway betweentrains, because the trains are thereby automatically spaced farther apart, andthis makes for the v 7 net result of a limited total safe trainlcapac- One of the principal objects ofiny invention is to reducejth'e above mentionedextra length of short control and thereby increase the train capacity ofthe railroad and the specific means fOr accomplishing this "will '''now be-described. i

' Assumingthat' the following train, represent-ed by car-Wheels 9898 and axle 99, has complied with th'erequirements of reduced speed in the block preceding signal'l that the shortened control, represented by" dotted wirel10 made effective by the'open ation of the associated-time element dey ce (not shown but which is substantially sumlar in arrangement and operation to that presently to be described inconnection with the short control of signal 2 has provided for theclearing of signal 1 and the associated tripper arm andthat said trainhfi entered block section 1, i

' wi the entrance ,of-therumma e-am (represented by car-wheels 9898? andaxle 99),into block section 1, the trainshunts the track circuit, in the; usual manner, and due to the 1 increased current flow from transformer 10 vla w nd ng 88-of tnansformer89, an 1n- ,creased rate of induced currentxfiow via winding 93 starts the operation of time elevment device 94, and, afterthepredetermined time, contact 97 closes whereafter energy flows from, source 19 via power wire 17 wires Liand 111 contact 97 wires 112Yand 113 to -wire.-30 andthereafter via the control circuit for home ,relay 2 -(hereinbefore vdescribed) with consequent change in signal 2 aspectfrom red (stop)rto yellow (caution) andaclearing of'the tripper arn1.63. 2

-device ,94: operates to clear signal 2 and qa-tescontroller 101to accelerate the train.

tripper arm 63 {and'themotorman then oper- The very act of so doing (that is, to acceleratethetrain) causes the return propulsion current from-the car motors 100) to sat- .uratetransmitter transformer89 (as here- .inbefore described) and cancels the signal current influence on time element device 94.

- V and contact 97 opens and, thelong control of ,signal2 via contacton track relay 5 being open,-signal2 yellowaspect (caution inclic'ation) will revert to the red aspect (stop indication) :and tripper arm 63' will assume the tripping positi onand this cycle of operation will automatically repeat respon-.

ively to all attempts on the part of the motormanto pass-signal2 at an excessive speed intentional or otherwise. Exception to the above may be provided and incorporated in;

the design of transformer 89 (as hereinbefore described.) to permit the motorman to operate the train with ,the motors in series without --setting the signal back but this operation even then can only be carried out with full co-operation between the m'otorman, andmy superposed control system.

Obviously, even vwith my invention, the, train may enter the clearing section and,

' due to a-A-Ininusgrade, coast and attain a attainable power-speed, at the time cleared speed somewhat higher than. if the motorman, by braking, maintainedor ireduced the train speed; but this is a condition to which can be assigned a definite value in the design ,ofsignal location and requires far .less increased spacing between trains than in thegexisting systems wherein the highest signal location must beassumed if safecon- --d 1t1ons are to prevail.

. If, instead of thetrain entering the clearing section in the manner (that is, coasting or runinng with less than aepredetermined motor 'power) just above described, the train enters the clearing section with more train motor current flowing than is vpermitted in the signal system design, then the transm1t ter transformer89 Will-be substantially saturatcd andnot sufficiently responsive to the signal operating current and time element device 94, will be delayed invthe start of its clearing operation, to provide the short control of signal 2 and, the long control being open, said train will be tripped at signal I have showndash line 115 as representing the length of short control for signal 2 which would have to be provided in any slnnlar closing in system which does not include my invention (hereinbefore de scribed) for insuringthat there will be no speeding of the (following) train in the clearing section, and it will be readily evidentthat whereas my invention has resulted in permittingsaid train to safely pass to signal 3-th e existing type of similar system,wi th theshort control necessarily extended through block section 5,could not. 2

act to-clearsignal. 2 regardless of the speed of approach. To illustrate existing time relay control design, I'have'shownback contact 114: onitr-ack relaylT, it being understood that, without my invention, the

vtime relay operation is started with the opening of track relay l and, since a bro- Vken track-wire or broken track rail inv the track circuit (block section 1), will cause track relay 1 to be open, it is. readily evident that the entire time clearing of signals controlled by the track relay (1 will be false clear in existing systems-but with myisuperposed control this, comparatively stated, cannot happen because the continu-i ouspresence of thetrain'wheel shunt is absolutelyunecessary to the time clearing of signals and stops by short control. I I

The dotted circuit wire 116 track relay contact on 4 wire. 117 track relay contact on 3 wire 118 track relay contact on 2? wire 119 and the associated short control clearing circuit Wire 120 represents the home. relay control circuit for thesignal nextin the rear of signal 1 Also wire 121 trackrelay-con-i tact on 5 wire 122 track relay contact on 4 wire 123 track relay contact on.3 (when closed) represents the circuit whereb energy y of home relay 3 and also that the circuit, wires 125, 128 and contact on home relay 2 provides the means wherebyj'the distant relay 1 (not shown) is cleared, all in the usual manner, Y

flow via wire 124 for thee caring I have described the signal and automatic stop operation on long and short control, with respect to signal 2 and associated stop, and I desire it to be understood that signals 1 3 4 5 and 6 etc. (when the speed 'study design, with reference to my inven-- tion, dictates their installation) would 7 be similarly equipped and controlled.

Attention is directed to the fact that, even though I' have illustratedand described the signal as of the light-type, the relays of the two-element two-position type, and the sig nal aspects controlled directly by the i'e laysit'will be understood that the relays may be ofthe s'ingle-elementttwo or three position type, the signal of the'semaphore type and that the tripper arm 63 constitutes one type of signal, andthat the signal'may be controlled direct by the automatic stop mechanism, allwith the-obvious appropriate changes well-known in this art.

While I have illustrated and described my invention as providing for the setting ahead and settingv back of the'next signal in advance (enforcing the caution indicacontrol may be brought intoe'ifect by short ening the" long control by a fraction'of'a block, or by a plurality of block sections,

, all in accordance with the specific design;-

It is specifically pointed out that, when only a short control is provided, the signal would be classed as al'normal danger signal ;with the "block control normally open and my superposed control enforces a' restrictedsp'eed in the approach to the instant signal, by setting the signal ahead, and: again setting it back if the, prescribed speed' offappioach is violated.

'In any case, it is to be noted that,'th e set ahead or change to less restrictive indication is entirely dependent on the'continuous presence of signaling current under the proper conditionsand that the set ahead indication canonly beretainedunder sustained similarly proper conditions. Also, it is to be noted that, the propulsion current can only act toprovide a set back or more restrictive indication'and that the] propulsion current flow, when producing set back or holdback conditions,lacts independently of'any and all signaling'current set ahead, or otherwise, operation.

Owing to the fact that, the short control,

't l permits minimum headway b tw y It is believed-than the hereinbefore description, clearlyffportrays my' invention f withfthe'end in'view that, thereinlhave When'operative'in this type ofclosing' in system,is efi'ectiveto only by-pas's the far end of the long control, it will be evident that all restrictions providing and retaining the short control will be instantly and" automatically cancelled when. the long control is cleared and that, this cancellation Will take place.

regard'lessof where the following train may be or what part or parts of the cyclef or short control operationm'ay have been'com Hereinbefoie, Ijliave portrayed my invention as providing a" short control "of a long controlled home relay and thereby enforced a caution indication but it will Che understood that I may leave thelong controlunaffected. and apply my superposed"=con trol'to the-distant relaycontrol circuit and enforce a proceed indication independently of enforcing a'cautionindication. I

As has been explained, excess 'territoi'y' must be added toex'isting system short controls to provide emergency braking distance fora maxiinumspeed condition,whichimay frequentlyhappemon the part of the following' train, and which added te'rritory results 'toi'increase the" headway of every'train op'er-- ate d, but witlrmy superposed control said 1 V excess territory is'subtracted and only=added ,c

'(in setting'backofthe signal) in my system for the train which violates-intentionally,

or othewise -its speed of approachand, ex-

'cepting which, therefore, my superposed 0011 I trains operated.

provided a signaling system entirely automatic incharacter and which compares very closely and favorably with what is termed hand signaling and better or'niore efiic'ient hand signaling were (or could be made) -h Ughly dependable '1 'i zParticulareconomies result in the use of my superposed'control system because (a) asthe possible speed of' a following train "can be controlled within definite limits, fewer block sections are nec'essai'y to thesafe accomplishment of a min mum headwayan'd '(b)* fewer blocks are necessary to the safe accomplish-inentQof any given headway and 1 therefore the first cost-and also thenaintenance" cost are proportionately less, j

Obviously, the foregoingillustration and descriptions, do not-exhaust the many'modi ficationsand ramificationsinrailway signal circuit work, which I have made, and which anyone ordinarilyskilled in the art,= would make under the varied conditions obtaining in' this arti and, therefore, I desire it t'oib'e:

understood, that the specific "arrangement shown has been selected for illustratory purfl I poses ratherthan to show the scope of my invention which may be modified andchanged withoutdepartingfrom the spirit and scope [of the broad idea of means underlying my present invention.

I claim: a v 1. The method of governing train movements on a railway track equipped with an has so been operatively governed, will be governed by the long control in the event I that said train does not thereafter consume a predetermined time overthe remainder of said prescribed track section, I

2. The method oflimiting the speed of an approaching train on a railway track equipped with an automatic wayside block signal and train stopping system with long and short control circuits therefor; which method provides that a restricting signal and itsassociatedtrain tripping device 1n advance will be governed'by theshort control automatically anapproaching train consuming. .a predetermined time over a prescribed track section and which method also provides that said signal and tripping device, which has so been operatively govtrain;

erned, will be governed by the long control inthe event that said train does not thereafterlconsumea predetermined time over the remainderof said prescribed track section,

said wayside tripping device cooperating with. train 3. The method 'ofgoverning electrically propelled train movements von a railway trackequipped with an automatic wayside block signal and train stoppingsystemiwith long and short control circuits therefor;

which method provides that a restricting f signal audits associated train tripping dea vice in advance Will be governed bythe short control automatically; by an approaching.

train consuming a predetermined time over a prescribed track section; which method also provides that the operation by the short control wil be cancelled by virtue of propulsion current flow through the train pro- 4 pelling motors.

5 4..Themethod of governing electrically propelled train movements on a railway track equipped with an automatic wayside block signal and train stopping system with long and short control circuits therefor;

which method provides that a restricting signaland itsassociatedtrain tripping device in-advance will be governed by the short" carried means for brakingsaid control automatically by an approaching train coasting and consumlng a predetermined time over ,a prescribed trackwsection; which method also consists in withholding said operation by the short, control if the train motors are energized at the time of entrancefof saidtrain into saidprescribed track section. V s s a V 5. The method of governing electrically propelled train Y movements on a railway track equipped with an automatic wayside block signal and train stopping system with ,7 track circuits and. long andshort control circuits therefor; which method provides that a'restrictingsignal and its associated train tripping device in advance willbe'governed by the short control automatically 'byan approaching train coasting over a prescribed .section of track circuit which method also consists in withholding operation by the short controlif the train motors are energized at the time of entrance of said train into said prescribed track section and which short control will be withheld as long as propulsion current flows through, said track circuit which normally provides said short control operation.

"6. The method of governing electrically propelled train movements on a railway,

track equipped with an automatic wayi side-block signal and train stopping sys tem including track circuits therefor;v which 7 method provides that a restricting signal and its associated :train tripping device ,in

advance will be governed automatically by an approaching traincoasting and consumprovides thatthe operation of said system will be withheld or, cancelled if andwhen more than a predetermined amoi1ntofpro pulsion current from the train motors flows via the track circuit which provides for said operation of said system. 5

'7. In a railwaytraflic controlling system,

a track circuit includinga source ofenergy a nd aitrack relay, and a time element inductively coupled :to said track circuit. p

a 8.- In a railway trafiiccontrolling system,

a track circuit including a source ofenergy and a track relay, and a time element relay inductively, coupled to said track ,circuit, said time element relay co 'trollingthe sig nal of an advance block.

9. In a railway trafiic controlling'system, Y a track circuit including a source of energy,

and time element means continuously inductively coupled to said track circu1t,sa-id time element means controlling the signal'of an advance block. v c

10. In arailway traflic'controlling system, a track circuit including a source of energy,

and time element means coupled to said 7 track circuit, said time element means rep c 100 ingxa' predeterminedtime over a'prescrlbed Y section of trackcircuit; which method alsosponsive to increased current flow in. said track circuit, for controlling a winding of a two-eleinentrelay of an advance block.

11. In a' railway traffic controlling sys tem, a track circuit including a source of energy, and awindinginductively coupled to said trackcircuit, saidwinding adapted to inducecurrent into a circuit-includinga winding of atime element device whensaid track circuit is occupied by -a train. 1

12. In a block signal system, an electrical time element device inductively coupled to a track circuit, said element controlling a block signal in the advance territory.

13.- A railway traflic controlling system,

comprised ofa series of blocks; characterized. by the time element control of. a signal in an advance block being governed by an in crease of track circuit energy in an approach track circuit. r

14:. Ina railway traflic controlling system including ,a track section and an electric circuit traversing said section, a reactive de vice included in series in said electriccircult, and a tlmeelement induct vely coupled with said reactive device.

15. In a railway traflic controlling system,

a track circuit including-asource of energy and a track relay, and a time element device continuously inductively coupled to said track circuit.

16. In a railway traiiic controlling system,

a track andcircuit adapted for the operation of electrically propelled trains, a source of energy therefor, a train including train carried propelling motors, a motor controller and a brake system adapted to beinfluenced by wayside apparatus, an alternating current track circuitincluding' a source of energy and a track 'relay, said track relay controlling an automatic wayside block signal and train stopping system, and an inductive. coupling adapted to be influenced by both sources of energy and incorporated in the energy supply to the track circuit, "said inductive coupling arranged to provide train wheel shunt control of an advance blocksignal and train stopping device.

The invention set forth with the signal and train stopping system comprised of long and short control circuits, said block signal and train stopping system in advance operating on the long" control when more than a predetermined amount of propulsion current flows through the in ductive coupling, said block signal and, train stopping system in advance operating on.

the short control by virtueofa. train approaching on a predeterminedtime-distance principle when less than said predetermined amount of propulsion current flows through said coupling. I a t 7,

18. Theinvention set forthin claim 16,

said inductive coupling arranged toeprovide control of an advance blocksignal and train signal and train stopping device by said in claim stopping device by the train carried motor controller. 19. In a railway a track andcircuitincluding a source of en} ergy therefor adapted for .-jthe operation of electrically propelled trains, a train includ ing train carried propellingv motors and a motor controller 1 for tpropelling 'saidj train, a brakesystem for said train, said brake sys-e tem adapted to-beqinfluenced by wayside 'co-acting apparatus, an alternating current track circuit including a source of energy traffic. controlling system, i V

and a track relay, said alternating current trackcircuit making 'joint use of said track I and circuit, said track relaycontrolling an automatic waysideblock signalfa'nd train stopping system, and means includinga time element device adapted to provide train wheel shuntcontrol';of. an advance block train, said means acting independently" of 7 said'track relay. g

20." The invention set forth in claim 19,

said means also includingan inductive coupling incorporated in the ;second mentioned circuit and, adapted to control said time ele} ment device. v d

21. The invention set forth in claim 19, said means also including an'inductive coupling incorporated in the second mentioned .circuitand adapted to induce operating cur-' rent into the circuit of the time element device provided less than a predetermined amount of the train pro elling. current flows through one-winding 0 said inductive coupling. v v

22. The invention set forthin claimuv lt), said means also including an inductive coupling incorporated in the second mentioned circuit and adapted to-induce operating cur rent intothe circuit of the time element device provided 1 less thanv a predeterminedamount of the train propelling current flows through one winding of said inductivecou-p pling, more than said predetermined amount of train propelling currentfiow acting to nullify said operating current. j

23. The invention set; forth inclaim 19,

said means also including an inductive coupling incorporated in the. second mentioned 115 circuit and having a resistance n shunt with 'theprimary w nding of said lnductive coua ofsaid coupling controlling a relay, said relay controlling said time element device, said coupling adapted to be effectively open a tive when the track circuit is shunted and; tofbe-efl'ectively inoperative when more than a predetermme'damountof tram propelling current flows therein.

26; Thefinvention set forth in claim 19',

said means also including an inductive couphngone windingof which 1s lncluded 1n the second m-entloned' circuit, another wlndlng of said coupling controlling a relay, said relay controlling delayed action contacts in the control circui't of an advance block signal ring of which is included. in series in an energy supply w1re to an alternatmg current track circuit; anoth'enwinding of said cou-.

pling included in a circuit including a control relay, said relay adapted to be respon sive to train wheel shunt'control provided less than a predetermined amount of train propulsion current" flows through: said "one winding. w

28jThe inventionsetforth. in claim 27 with said one windinghaving a resistance in shunt therewith.

29. A railway signal circuit controller comprising a plurality of inductive cou-i plings one Winding of eachof which is included in an energy supply wire to an alternating current track circuit, another each of said one windings having a resistance f Winding. j

winding of eachcoupling.included'jin a circult includlng a control relay, said relay adapted to be positively responsive to train wheel shunt'control' when said track circuit is occupied. 7

30. The invention set forth in claim 29, said'relay adaptedto be positively responsive to train wheel shunt control provided less than a predetermined amount of train propulsion current flows through sa d one 31. The invention set forth in claim 29,

' in shunt therewith.

tacts. J

- 32. The invention set forth in clai1n 27 with said relay actuating delayed action'con- 33.,The invention' set forthin claim 27, with said relay comprised-of two windings one ofwhich is'included in circuit with said otherwinding of said inductive coupling and theotherof said two windings permanently connected to a source ot energy of similar characteristics as supply, V s .34. The invention set forth in Clad B127 propelling current flows via Y the track circuit energy with said relay also adapted to be non-'re l sponsive to said train wheel shunt control when more than a predetermined amount or"- train propulsion current flows through said one winding.

with said inductive coupling arranged with an adjustable magnetic circuit whereby to adjust the. coupling for propulsion current influence without substantially affecting the signal current influence. v

' 36. The'method ofgoverningtrain movements on a railway track equipped with an automatic wayside train stop system with long "and short control" circuits therefor:

which method provides that a restricting train stop in advance will-begoverned by the short control automatically by an ap-' proaching train consuming a predetermined time over a prescribed track section and which method also provides thatsaidj trainv stop, which has so been operativel'y' governed, will begoverned by the long control in the event that said train does not thereafter consume a pre-determined time-over the remainder of said prescribed track section.'

37. The method of limiting the speed of an approaching train on a railway track equipped with an automatic waysidetrain I stopping system with long andshort control circuits therefor: which provides that a restrictingttrain tripping device in advance? will be governed by the short control automatically by an approaching train consum ing a predetermined time'over a prescribed track sectionand which method also pro'-;

vvides thatsaid tripping device, which has so been operativelygoverned, will'be governed by the long control in the event that said train does not thereafter'consume a predetermined time over the remainder of said prescribed track section, said wayside trippin r device cooperating with'train car-- ried means'for braking sald tram. V

38. The method of governing electrically I propelled train movements on a railway track equipped with an automatic Wayside train stopping system with long and short control circuits therefor: which method pro vides that a restricting train tripping device in advance will be governed'by the short control circuit automatically by 'an approach ng tram consuming a predetermined time over a prescribed track'section: which method also p'rovides'that the operation by said short control circuit will be cancelled b virtue of propulsion currentflowj-throug the train propelling motors, 39. The methodof governing control provides that. a restricting train tripping deelectrically propelled train" movements on a railway track equippedwith an automaticwayside train stopping system with long and short circuits therefor which method" a q I f 35. The invention set forth in claim 27-,

vice in advance will be governed by the short control circuit automatically by an approaching train coasting and consuming a predetermlned tlme over a prescribed track section which method also consists in withholding operation by said short control circuit if the trainmotors are energized at the time of entrance of said train into said prescribed track section. v

40. The method of governing electrically propelled train movements on a railway track equipped with an automatic wayside motors are energized at the time of entrance of said train into said prescribed track section and which short control circuit will be withheld as long aspropulsion current flows through said track circuit which normallyv provides said short control operation.

41. The method of governing electrically propelled train movements on a railway track equipped with an automatic wayside train stopping system including track circuits therefor: which method provides that a restricting train tripping device in advance will be governed automatically by an approaching train coasting and consuming a predetermined time over a prescribed section of track circuit: which method also provides that the operation of said system will.

be withheld or cancelled if and when more than a predetermined amount of propulsion current from the train propelling motors flowsvia the track circiut which provides for said operation of said system. V

42. In a railway traflic controlling system, a track circuit including a source of energy, and time element means continuously inductively coupled to said track cir-Q cuit, said time 7 element means controlling the automatic train stop of an advance section.-

43. In a train stop system,- an electrical time element device inductively coupled to a track circuit, said element controlling a train stop in advance territory.

44. A railway traffic controlling system comprised of a series of track sections: characterized by the time element control of a train stop in an advance section being governed by an increase of track circuit energy in an approach track circuit.

45. In a railway traffic controlling system,

a track circuit including a source of energy and'a track relay, and a time elementdevice, said time element devlce connected 1n serles in'said circuit and arranged to time element control the signal of an advance block. I

46. The invention set forth in claim .45, with said time element device continually energized but inoperative to eifectsaidcontrol when said track circuit is not occupiedby a train and operative to exercise said control when said track circuit is occupiedby a train.

47. In a railway trafiic controlling system,

a track circuit including a source of, energy,

and a time element'defvice, said time element device connected in series in the energy supply to said track circuit and arranged to time element control the signal of an advance block.

48. The invention set forth in 47 with said time element device continually energized but inoperative to effect said control when said track circuit is not occupied by a train and operative to exercise. said control when said track circuit is occupied by a train.

Signed at Brooklyn in the county of Kings and State of New York this 24th day .of March A.D. 1926.

GILBERT C. WHITNEY. 

